James l



(No Model.)

J. L. HENDERSON.

MOTIVE ENGINE.

No. 466,237. A Patented Deo. 29, 1891.

l Ef. 5.

Tn: Nanms versus co., mcmrumn., wAsumncn, n, c. l

NITE STATES ATENT OFFICE.

JAMES L. HENDERSON, OF ALAMEDA, CALIFORNIA, ASSIGNOR OF ONE-IIALF TO ALFRED LATHAM, OF SAME PLACE.

NIOTIVE ENGINE.

SPECIFICATION forming part of Letters Patent No. 466,237, dated December 29, 1891.

Application filed August 18 1891. Serial No.l 403,004. (No model.)

- To all whom, it may concern.-

Be it known that I, J AMES L. HENDERSON, a. citizen of the United States, residingin the city and county of Alameda, State of California, have invented a new and useful Motive Engine to be Impelled by Elastic or Inelastic Fluids; and I hereby declare the following specification and drawings accompanying the same to be a full and exact dero scription of my invention.

Myinvention relates to that class of motive engines in which the impelling force acts oontinuously by impact, reaction, and also by eX- pansionv in the oase of elastic iiuids; and it consists of a primary revolving wheel or cylinder illed by the impelling-fluid under pressure and having on its periphery tangential jets which discharge the fluid against the vanes of a second cylinder or wheel, having 2o also issuing apertures and revolving in an opposite direction in the case of the impelling-iluid being inelastic,or, if desired, in the case of an elastic fluid, both wheels running in the same direction, the issues being ar` ranged accordingly.

My invention also includes various details of construction that will hereinafter be explained in connection with the drawings, in which- 3o Figure 1 is a section through one of my improved motive engines, taken in the center of the plane of rotation. Fig. 2 is a partial section of the same engine, taken transverse to Fig. l on the axis of rotation; and Fig. 3 is 3 5 an enlarged detail showing the nozzles or issues of the initial or inner cylinder of my engine.

Similar letters of reference indicate corresponding parts. 4o The main operating parts of the engine, consisting of the revolving cylinders or wheels A and B, are inelosed in a case or frame C, which envelopes the whole, prevents radiation of heat, and retains vapor or Huid escaping from the engine, so that it will be discharged at the pipe O, any condensed water escaping at the drain-pipe n. The main casing O has on the front a removable cover D, which permits the main running parts A and B of the 5o engine to be removed orreplaced, and is bolted to a sole plate or frameE by flanges F. This frame E is in turn fastened to either arnasonry foundation or timber framing G, as shown in Fig. 2. The inner wheel Ais attached to and revolves with the shaft H and the pulley I in the direction indicated by arrows in Fig. l. The outerwheelBis attached to and revolves with the tubular shaft J and the pulley K, also as indicated by arrows in the same figure. y 6o Entering the inner wheel' A at the front is a pipe L, through which the impelling-fluid is introduced, a close joint to resist pressure being formed by the packing-gland M, Fig. 2. The outer wheel B is also provided with a packing-gland N, so that the interior of both wheels A and B can be filled under pressure with steam, Water,'or other fluid, and none escape, except through the actuating-orifices a and e of the two wheels. The inner wheel 7o 'A being lled with fluid under pressure, it is discharged at the orifices a, formed by caps P, which can be bolted on, as shown in the enlarged View, Fig. 3, or can be formed integrally with the wheel-rim, if desired. These orilices 7 5 of. are made tapering or flaring, as shown,

so that their section will conform in some degree to the expansion of steam, air, or other elastic uid when such is employed, the holes c through the rim of the wheel Abeing made 8o large enough to cause no retardation at that point and before the most contracted portion or beginning of the issue ct is reached. Issuing from theseorifices a, the fluid impinges on the vanes Q, of the outer wheel B at the points fm im, Fig. l, and then escapes at the orifices e in a reverse direction, causing a reactive force thereby, and is then retained by the outer casing C and discharged at the pipe O. The first or initial wheel A thus re- 9o ceives the reactive force of the fluid as it issues at a and the second wheel the impact at m m, also the reactive force of issue at the orifices e, both wheels utilizing the expansion of the impelling-iiuid when it is of elastic nature, as before explained. In the case, however, of employing an elastic fluid when expansion is a more important force than impact, the issues of the outer wheel B can be reversed, and both wheels A and B revolve roo in the saine direction. The initial energy of the impclling-fiuid is thus applied to and divided between the two wheels A and B in such ratio as their relative rate of rotation may determine, which rate is governed by the method of connecting them together.

The pulleys I and I( or other gearing to connect the wheels A and B can be so arranged as to modify the relative velocity of the wheels and the share of initial energy applied to each. I do not, therefore, confine myself to the proportions or form of gearing shown, as other well-known devices would produce the same result.

I-Iaving thus described the nature and objects of my invention and manner of constructing the saine, what I claim as new, and desire to secure by Letters Patent, is-

l. In a motive engine, the two Wheels A and B, said wheel A being provided with cap-covered orifices which provide tangential fiuidoutlets, and said wheel B being provided with a series of angular plates, between which are intermediate openings adjacent to the periphery of the other wheel, all arranged so that each wheel will receive and impart a portion of the energy of thein'ipelling-fluid,substantially as described.

2. In a motive engine, the wheel A, having in its periphery cap-covered orifices which provide tangential fluid-outlets, and the outer wheel B, having a series of angular plates or surfaces revolving at such slower velocity as to substantially equalize the energyof the impelling-luid on the two wheels, substantially as described.

3. In a motive engine, the wheel A, having' in its periphery cap-coveredorifices which provide tangential fluid-outlets, an inlet pipe or conduit for conveying the impelling-fluid into the interior of wheel A, and the outer wheel 3, provided with the angular vanes Q, which provide surfaces against which the fluid inipinges as it issues from the oriflcesin the periphery of wheel A, said vanes Q having the intermediate orifices c, through which the fluid passes in a reverse direction, causing a reactive force thereby, substantially as described.

il. In a motive engine, the combination of the two wheels A and B, said wheel A having the peripheral orifices c covered by the external caps P, having flaring openings ct,'an l said wheel B having the reversely-directed orifices e, substantially as described.

5. In a motive engine, the combination of tl'1ewheelA,whichcontainstheimpelling-fluid, the periphery of said wheel being provided with a suit-able number of holes c, the capplates P, bolted upon the rim adjacent to said holes and having the tapering or flaring orices ct, which are contracted in size at a point immediately adjacent to the hole c, and the wheel B, having the vanes Q, between which are the orifices e, which act revei'sely to the orifices in the wall A, substantially as described.

In testimony whereof I have hereunto at'- fixed my signature in the presence of two witnesses.

JAMES L. HENDERSON. lVitnesses:

ALFRED A. ENoUrs'r, WrLsoN D. BURT, Jr. 

